Automatic block-signal



5 Sheets-Sheet 2. J. M. WILLIAMS 8v T. P. '8v H. W.'KINNEY.

(No Model.)

AUTUMATIC BLOCK SIGNAL.

No. 593,504. Patented Nov. 9,1897.

5 D IT 2./

WITNESSES INVENTORS,

YM: ams vertus a.. mofa-um.. wmma'ron, n. c.

5 Sheets- Sheet 3. J. M. WILLIAMS 8u T. P. 8v H., W. KINNBY.

l(No Model.)

AUTOMATIC BLUCK SIGNAL.

No. 593,504. Patented Nov. 9, 1897.

WITNESSES (No Model.) 5 Sheets-Sheet 4. J. M. WILLIAMS 8v T. P. & H. W. KINNBY.

AUTOMATIC BLOCK SIGNAL.

No. 593,504. Patented Nov. 9,1897.

WITNESSES (No Model.)

5 Sheets-Sheet 5.

J.M.'W1`LL1AMS sn T. P. an H. W.K1NNBY.

AUTOMATIC BLOCK SIGNAL. v

Patented Ncv. 9,1897.

WITNESSES I UNITEDY STATES PATENT OFFICE.

JAMES M. WILLIAMS AND THOMAS P. KINN EY, `OF DAN VILLE, AND HARRY IV. KINNEY, OF LYNOIIBURG, VIRGINIA, ASSIGNORS OF ONE-FOURTH TO vJAMES A. HENDERSON, OF DANVILLE, VIRGINIA.

AUTOMATIC BLOCK-SIG NAL.

SPECIFICATION forming part of Letters Patent N o. 593,504, dated November 9, 1897. Application filed May 28, 1897. Serial No. 638,600. (No model.)

To all whom t may concern,.-

Be it known that we, JAMES M. WILLIAMS and THOMAS P. KINNEY, residing at Danville, county of Pittsylvania, and HARRY W. KIN- NEY, residing at Lynchburg, in the county of Campbell, in the State of Virginia, citizens of the United States, have invented certain new and useful Improvements in Automatic Block-Signals; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to improvements in signals, and more particularly to that class of signals which are known as railway blocksignals, and which are adapted to be operated by electricity and controlled automatically by the rolling-stock of the railway.

It consists in a blocksignal comprising a suitable signal-arm, an electric motor connected therewith, an electric generator in circuit with said motor, trackinstruments in the circuit controlling the motor-circuit, a magnet and an armature controlling the circuit-closin g brush, and a commutator coperating with said brush and arranged to move with the signal-shaft, the commutator holding the motor circuit closed during the movement of the said signal and its shaft.

It also consists in a railway block-signal comprising a suitable signal-arm, an electric motor connected therewith, an electric generator in circuit with the motor, track instruments in the circuit controlling the motor-circuit, a magnet andan armature controlling the circuit-closing brush, and a commutator coperating with said brush and arranged to move with the signal-shaft, the commutator holding the motor-circuit closed during the movement of the shaft, and means for disconnecting the distant track instruments from the motor-circuit when a train is upon the block.

It also consists in certain other novel constructions, combinations, and arrangements of parts, as will be hereinafter more particularly set forth and claimed.

In the accompanying drawings, Figure l is a vertical sectional view of our improved block-signal, showing the electrically con- 5o nected and operated parts. Fig. 2 isa vertical sectional view of the same upon another plane, disclosing the mechanical connection between the signal and the electric motor. Fig. 3 represents a detail sectional View taken 55 transversely of the signal-supporting housing, showing the means for limiting the movement of the signal. Fig. 4 represents an enlarged detail view of the pole-changing fork. Fig.

5 represents a detail View of the catches for. 6o the said pole-changing fork. Fig. 6 represents a detail View of the circuit-breaking disk. Fig. 7 represents a detail view showy ing themeans whereby the 'motor is adapted to start in its movement before it will impart motion to the signal-operating mechanism. Fig. 8 represents a detail view showing the construction of one of the track instruments and also showing the construction of shoes to be mounted upon the locomotive for oper- 7o atingthe said track instruments. Fig. 9 is a detail view showing the arrangement of the shoes on both sides of the locomotive, and Fig. l0 represents a detail View showing the connection between the shoes and the reversing-lever of the locomotive. Fig. l1 represents a diagrammatical view of the arrangement of the signals and track-boxes, showing the connecting-circuits. Fig. l2 represents a diagrammatical view showing the circuits 8o through the signal mechanism and the trackboxes.

In the drawings, Arepresents a signal-arm pivotally mounted upon a hollow standard or housing A'.

B represents an electric motor; C, an armature; G, a magnet controlling it F, a circuitbreaking disk; 'I T', track instruments, and S shoes secured to the locomotive.

The signal A is provided with a support- 9o ing-shaft A2, passing `through the housing A' and having suitable bearings therein. The

electric motor B, of ordinary'construction, is secured to the base of the housing A interiorly thereof, and is provided with a pinion b. The pinion b meshes with a gear-wheel b',

provided upon its shaft with a pinion b2,which meshes with anothergear-wheel b3 also rovided with a pinion b4 upon its shaft. This pinion b4 meshes with a gear-wheel b5, secured secured thereto.

to the shaft A2 of the signal A. In order to enable the motor to get a start before it imparts movement to the signal-operating gearing, the gear-wheel b' is mounted loosely upon its shaft. The shaft is also provided with laterally-extending arms b6 b, keyed to said shaft. The ends of these arms are adapted to strike spring-held projections upon the opposite sides of the gear-wheel b'. 1t will be apparent from an inspection of Fig. 2 of the drawings that upon the motor starting in its movement the gear-wheel b will be turn ed half a revolution before the projections b7 b7 will vcome in contact with the ends of the arms b6 b6 and move the shaft and pinion b2 Each of the projections or stops bT move in slots, as bs, formed on the periphery of the wheel b. Coil-springs b9 b9, mounted upon a suitable bolt blo, engage the stem of the projection or stop b7 and cushion its movement. They also serve to return the stops b7 to their normal position. By the use of this connection between the gears b and the pinion b2 the motor is allowed to start as heretofore mentioned, and a smaller motor can therefore be used than would otherwise be necessary. The shafts carrying these intermediate gears and pinions nd suitable bearings in the housing A. By the use of this connecting-gearing for communicating movement to the signal from the motor B the said motor B can be permitted to revolve with its usual speed and yet impart the desired comparatively slow motion to the signal A.

The signal A is constructed in the usual form, having a panel or paddle at one end for giving signals in the daytime and provided with a red or green glass, as a, at the other end, which is adapted to be moved in front of or away from a signal-lantern for night use. The lantern a is preferably mounted upon a bracket CL2, secured to the side of the housing A. The movement of the Asignalarm is adapted to be limited by stops H H', suitably secured to the housing. The stops H H are preferably made alike, and consist of swinging bars or buffers, as h h, which are pivoted, as at h', to the inside of the housing A. The opposite ends of these bars or buers h 7L eX- tend through apertures in the opposite side of the housing A a suicient distance to iu-` tercept the movement of the signal-arm A. Coil-springs, as 71,2 h2, are each secured at one of their ends to the inside of the housing in any suitable manner and at their other end are secured to the bars or buffers h h.

These springs 71,2 h2 tend to hold the buffers normally in their uppermost positions. Shields, as h3 h3, are also secured to the buffers b, h just inside the wall of the housing A andvcover the openings through which the `thereof with a partition A3.

ends of the buers protrude. These shields serve to keep out ice and snow, and thus prevent the clogging of the mechanism just described. The buffer H limits the movement of the signal when it is returned to safety and the buffer H limits the movement of the signal when it is dropped to danger. These spring-buers perform an important4 func-- tion in the operation of the device, as will be hereinafter fully described. A storage battery I is located either beneath or near the base of the housing A for supplying an electric current to operate the herein-described mechanism.

The housing is preferably divided interiorly above described for connect-in g the motor mechanically with the signal-arm is preferably arranged upon one side of the partition A2. Upon the other side of the partition is arranged the mechanism for operating the electrical connections.

Two springs E' and E2 are secured in the housing A', preferably t0 the partition A3, their free upwardly-extending ends carrying contacting points e and e', respectively. Between these springs is located a fixed contact E3, provided with contacting points e2 e2 on its opposite ends, which are adapted to be brought into to uch with the contacting points e e, as will be hereinafter described. The contacting points e e' are adapted to be struck by the contacting end of a forked pole-chang ing lever D, pivotally mounted in the housing A.

Catches d are pivotally mounted upon a cross-bar D', secured to the housing, the angular ends d of said catches extending through apertures in said bar D and adapted to engage an aperture (Z2 in the lower end of the 1ever D to retain said lever at either extremity of its vibratory movement.y The opposite ends of said catches are held away from the cross-bar D by interposed springs d3.

Upon the shaft A2 is secured a metallic disk F. In order to insulate said disk from the shaft A2, a ring f, of suitable insulating The gearing IIO material, is secured to the said shaft, and to j well insulated therefrom. The projection F3 is in position to engage the forked end of the lever D, so that when the signal is operatedv and the disk F moved in consequence the said projectionwill move the lever D from its contact with one of the springs-say E-to the other spring E3. N ow the springs E and E2 are respectively connected by wires 6 and 5 with the negative and positive poles c' 7l' of the battery I. The contact E3 is connected with the motor by the wire 4. When the contacting end of the lever D engages one of the springs, it forces it out of contact with the contact E3, at the same time permitting the other spring to make such contact. In this simple manner the current is changed in direction through the motor for making it operate in one direction or the other for raising the signal to danger or dropping it to safety. As the disk F revolves with the shaft A2 the projection F thereof engages with its semioval side the catches d, retracting them from engagement with the aperture d2 in the lever D and permitting said lever to be quickly moved to the opposite position by the projection F3 coming in contact with the forked end of the lever D at that moment. The projection F' may be made broad enough to` hold both catches CZ d in their retracted positions while the lever D is moving from side to side, but in the event of its not thus holding the catch toward which the lever D is moving long enough the said lever would readily snap by the point of the said catch until 'it engaged the aperture d2.

A magnet G is also mounted in the housing A and connected by wires 7 and 8 with the lever D and the ground 13, respectively. This magnet, when energized by the electric current, is adapted to attract an armature C, pivotally mounted in the housing and limited in its movement by suitable stops c3 c3.' The armature C is normally held away from the magnet G by a coil-spring C2 and carries on its swinging end a brush c, adapted to engage the periphery of the disk F when the said armature is attracted by the magnet. The armature C and brush c are connected by a wire 9 with the switch which is connected with the track instruments, the said brush serving the purpose of preserving the circuit through the motor until the signal has been raised or lowered. A wire 3 also connects the motor with the switch K, and a wire l0 connects the disk with the ground I4.

In order to lock the paddle automatically in either position which it assumes, we have constructed an automatically-operatin g catch mechanism upon the shaft A2 of the signal. To the shaft A2 is secured a segment J and provided in its periphery with notches, as j j. These notches are adapted to be engaged Joy a lever j', pivoted in the housing A' and having a weighted end, as atj3, and an engaging end, as j3. An armature jt is pivotally mounted in the casing A' and is connected with a leverj by means of a link, as c7'5. The armature is adapted to be attracted by a magnet, as j, which magnet is in circuit with the wire 10. A stop j? limits the movement of the lever j in one direction. Vhen the mechanism in the housing is set into operation by vthe actuation of a track instrument, the current is caused to attract the armature ,7'4 toward it. This withdraws the catch j" from one of the notches j and permits the signal to move to its opposite position. The current through the wire l0 being broken when this movement is completed,the catch will again engage the other notch j by reason of the action of the weightjz.

The track instruments for starting the operation of the signal consist of distant boxes T T, placed on either side of the signal the required distances along the tracks and near boxes T T', placed near the signals.

The distant boxes TT and the near boxes T T are identical in construction and comprise boxes of cast iron or other suitable material provided with external lugs on Veither end for support and spiking to the ties. Each box is provided internally with a pivotally-mounted lever t, connected with the signal mechanism by a suitable wire. Y One end of the lever t is normally held up by a springt', while the opposite end is adapted to engage a contact t3, connected with the ground. The lever carries a depressor-piece t3, pivoted to the same between the spring t and thepivotal point of the lever t. These boxes are placed so that the. depressor-pieces t3 will be near the level of the cowcatcher of a locomotive-say about three inches above the top of the rail-and suiciently far from the rail to avoid the tread of the wheels.

The track instruments are preferably so arranged that when a train enters a block the sh oe,which will behereinafter fully described, upon the right side of the locomotive will engage an instrument which will actuate the near signal-blocks so as to set the same at danger and prevent any train from following the first-mentioned train upon the block. The track instruments are also so disposed that a signal at the opposite end of the block.

will also be setvat danger, so that a train coming in the opposite direction willnot run onto the block, and thus create the danger of a head-end collision. The boxes are also so arranged that when the train passes oif the block the two signals at each end thereof will be set at safety again. To prevent the possibility of a train which might follow closely after another and engage the track instrument which has just set a signal at danger and operate it again to set it at safety, we have devised a mechanism by which the box just operated becomes disconnected from the actuating mechanism in the signal and also a means for disconnecting the signal at the opposite end of the block from the track instruments, so that a train 4engaging it will not set the signal at safety during the time when the first train is upon theblock. This mechanism consists of a'switch K, preferably mounted upon the partition A3 in the housing A. The switch K consists of levers, as k 7o, pivotally mounted to the partition A3 IOO IIO

izo

at le. These levers 7c are preferably connected by alink k2, so that they operate in unison. A bell-crank lever 7a3 is also pivoted to the partition A3. One end ofthe bell-crank k3 is pivotally connected to the link k2, but'well insulated therefrom, and the other end of the said bell-crank is adapted to be engaged by studs or pins, as 164, -upon the gear-wheel b5. By this means when the gear-wheel b5 is actuated to move the signal from one position to the other the bell-crank will be struck by one of the studs h4 and be caused to set the switch in another position from the one which it then occupies. The free ends of the levers 7c are adapted to engage insulated blocks, as h5 k6. As shown in the drawings, one of the blocks kf is connected by wire 2 with the near signal-box Tl upon the right-hand side of the track and the other block las is connect-ed by a wire with a distant box T upon the left-hand side of the track. One of the blocks k6 is connected with a near box T' upon the lefthand side of the track and the other block k6 is connected with a distant box T. The wire 3 connects the switch with the motor and the Wire 9 connects the switch with the armature C. It will be seen that when the signal has been actuated by contact with the near box T on the right-hand side of the track and the mechanism has dropped the signal to danger that the switch will be moved so that the box T will be cut out of circuit and the distant box on the right-handside of the signal will be placed in circuit, so that when the train is ready to leave the block it will again be ready to actuate the signal and set it at safety. The Voperation will be seen to be the same in the opposite direction. The blocks 205 k6 are insulated from each other and also vfrom the partition A3, to which they are secured. The moving parts of the switch are also thoroughly insulated from the partition A3. In order to make a good electrical connection between the moving parts of the switch, wires, as las las, connect the leverskk with the link k2.

In order that the'locomotives passing over the road may be adapted to suitably engage the depressor-pieces t3 of the boxes T T T/ T', each one is provided with a pair of springpressed shoes S, one on each side, preferably of wrought-iron, having vertical stems s and guides s' s', -one on either side of said stems. The stems s pass through hollow boxes S', adapted to be secured to the locomotive, preferably to the truck-frame just behind the cowcatcher. Coil-springs of .suitable strength, surrounding the stems, are interposed between the tops of the boxes and collars s2, secured to the stems s for normally depressing the same. The stems s extend above the boxes S' and are provided at their ends with heads or projections s3, adapted to be engaged by arms s4 upon either end of the rock-shaft 85, suitably mounted upon the locomotive. A lever-arm s6, attached to the shaft S5, may be connected with the reversing-lever of the engine, so that when the locomotive is travel-l arms s4, so as to extend upon opposite sides` of the rock-'shaft .95 in such a manner that when one is raised the other is lowered.

If it is not desired to connect the shoe-op.

erating mechanism with the reversing-lever of the locomotive, it may be connected with a suitable operating-lever of its own.`

The operation of the herein-described mechanism is as follows: When a locomotive equipped with shoes S approaches a near box T of a block, the shoe S on the right-hand side depressing the pieces t3, a circuit is made by wire from ground to lever tand contact t2 to wire 2to switch K, causing current from battery to pass through motor from wire 3 to wire 4through contact E3 and spring E' to wire 6, through negative pole of battery tok wire 5, through spring E2, lever D, wire 7, through magnet-spools G to wire S, to ground 13, causing magnet G to attract armature C and forcing the contact of the brush c with disk F, thus forming a short circuit from Wire 6 through battery to wire 5, to spring E2, lever D, through magnet` G to ground 13, through wire 10 from ground 14 to disk F,

through armature-brush c, through Wires 9 f and 3 to switch, to motor, to 4 and 6 to battery again. The signal will then rise to daliger, and the current will be preserved and exerted on the motor till the brush c of the ar` mature C touches the insulating-blocks F2 of the disk F, breaking the short circuit at the brush c. The motor will of course cease to to operate until another circuit is started and completed. At this point the rebound of the buifers H and I-I' becomes of importance, for the buffer H will force the signal slightly upward, leaving the armature-brush c in proper position to form contact with the disk F upon the depression of the depressor-pieces t3 of another box, as distant box T. The action of the buder H will be the same upon the op posite movement of the signal A. It will be observed that the projection F3 on the disk E will have forced the forked lever D to E at the same moment that the armature-brush c ran upon the insulating-block F2, thus placing the positive pole into circuit and changing direction of the current and leaving the signal in condition to be dropped to safety at the proper time.

When the locomotive passes the distant box' T in leaving the block and operatively ento wire 2, switch K, and wire 3, throughmotor to 4, to E3, to E2, -wire 5 to positive pole, through battery to wire 6, lever D, through wire 7 to magnet-spools G,through 8 to ground, causing armature C to make contact by brush C with disk F, forming short circuit, as be-l fore. The signal will then be moved until brush c runs on insulating-block F2, breaking circuit around T', and the signal is at safety again. The projection on disk F' will have forced the lever D from E2 to contact at E', breaking circuit at Esat the moment the brush c ran on the insulating-block F2, and the rebound of the signal caused by the spring H will have left brush c in position for contact with disk F upon the next depression of the apparatus in the track instruments. It will be seen from the aforegoing that by the mechanism described a signal is provided, automatic in its action, which can be operated at any desired distance from the said signal, either singly, in pairs, or in groups, by locomotives running either forward or backward, and requires only attention at intervals to the battery. It should be understood, however, that it is not desired to be limited to the use of a battery, for it is evident that other sources of electricity,when convenient,can be as easily and effectively used without departing from the spirit of our invention.

lVhen the signal is placed at danger7 by a passing train, it remainsat danger until the train passes from the block, regardless of the length of time elapsing between the passing of the train upon the block and the time when it leaves the same. The signal will also remain at safety indefinitely until another train passes on the block. It will also be observed that the device uses very little electricity, only employing it when changing the signal. Where batteries are used, they may be charged at terminal electric stations at long intervals, perhaps months, this'of course depending upon the number of trains run.

Where the shoes S are connected with the reversing mechanism of the locomotive, the attention of the engineer is not necessary to the operating of the signal; but, if itis desired, the signal can be operated at the will of the engineer by providing the shoes S with a special lever in the cab, as hereinbefore mentioned. A

It will be noticed that the parts are simple and easily repaired at small cost and can be applied by laborers of ordinary intelligence, and that a grounded circuit is preferably used.

In the operation of block-signals for railways there is a possibility of two trains entering the'opposite ends of the same block at the same time, and in such an event, unless the signals are especially located with a view to such a contingency, there would be danger of a collision. In the use of our block-signal it is merely necessary to locate the track- `boxes a little differently at one end of the necessary to locate the boxes to the distant v signal and the box to the near signal at a point close by the near signal itself at one end of the block, so that a train entering that end of the block and moving at the ordinary rate of speed will be on the block before the near signal has been completely operated. On the other hand, in arranging the boxes at the opposite end of the block the box for the distant signal is so placed as to be reached by the traina few minutes before the box to the near signal and the signal itself is reached. By this expedient, if a train has entered the opposite end of the block, the signals at both ends of the blocks will have been set at danger by that train, and the other train, after passing the distant boxes and operating the near box, will find the signal closed and already set at danger, so as to indicate that a train is upon the block. It will be seen by this simple arrangement of the boxes that the engineers will always know who has the right of way, and no occasion will rise when they will not be given the proper signal.

While the above description is applicable particularly to a system fora single track, yet we do not wish to be understood as limiting our invention to the use of such a track only, as it is obvious that the same mechanisms can be, if desired, employed for a double ytrack to prevent rear-end collisions by connecting up signals upon one side of the roadbed independently with respect to those. on the opposite side. v

Having now described our invention, whatwe claim as new, and desire to secu re by Letters Patent, is` v l. In an electric signal, the combination with a suitable housing, of a signal-armv mounted thereon, a reversible motor in said housing, means for connecting the said motor with the said arm whereby the motor is adapted to impart a positive movement thereto,both

to raise and to lower the same, track instru? ments for closing a circuit through the said motor, means for reversing the circuit through the motor and means operated by the moving parts of the signal-operating means, separate from said track instruments, for cutting them out of circuit after they have been operated by a train passing upon a block and means for placing the said track instruments into circuit again when the train passes from the block, substantially as described.

IOO

IIO

2. The combination with a member adapted to be raised or lowered, of a motor connected therewith, means for completing a circuit through the said motor, a pole-changing device for changing the direction of the current through the said motor, a Acommutator secured to the shaft of the member, a brush adapted to engage and disengage said commutator and preserve the current for a predetermined period of time, a switch comprising independent levers, meansv for causing the said levers to operate simultaneously, and means connected with the said connecting means adapted kto be struck by a projection upon the signal-operating means whereby the switch may be caused to shift quickly from one position to another to cut out the desired track instruments, substantially as described.

3. In an electric signal, the combination with a suitable housing, of a signal-arm mounted thereon, an electric motor in the said housing, means for mechanically connecting the motor with the signal and means for controlling the 'electric circuit passing through the said motor, a locking means secured to the shaft of the signal consisting of a segment rigid upon the said shaft and provided with notches in its peripheral edge, a pivoted catch adapted to engage said notches consisting of a forked lever, a weight upon one end of said lever, a catch upon the upper arm of said lever and a link securing the other arm of said lever to an armature pivot-ally mounted in the said casing, an electromagnet for operating it in one direction, the construction being such'that the magnet is adapted to retract the catch from the said notches and the Weight is adapted to bring the catch into engagement with the said notches, substantially as described. Y

4. In an electric signal, the .combination with a housing, of a signal mounted thereon,

an electric motor connected with the said sig-- nal, means for completing a circuit through the said motor, means for preserving the said circuit for a predetermined period, means for breaking the circuit at the proper time and means for limiting the movement of the signal consisting of spring-buers mounted interiorly of saidhousin g and extending outside of the same in the path of the signal-arm, the said buffers being adapted to set the signaloperating mechanism in proper position for the next operation of the signal, substantially as described.

5. In a signal, the combination with a suitable housing, of a signal-arm mounted thereon, an electric motor for operating the said signal-arm, means for closing a circuit through the said motor, means for preserving the said circuit for a predetermined period, of time, means for limiting the movement of the signal-arm consisting o'f buffer-bars pivotally mounted in the said housing and projecting therefrom so as to intercept the movement of the said signal-arm, and springs for holding the said buffers normally against action of the said signal-arm, substantially as described.

6. In a signal, the combination with a suitable housing, of a signal-arm mounted thereon, an electric motor for operating the said signal-arm,1neans for closing a circuit through the said motor, means for preserving the said circuit for a ,predetermined period, of time, means for limiting the movement of the signalarm consisting of buffer-bars pivotally mounted in the said housing and projecting therefrom so as to intercept the movement of the said signal-arm, and springs for holding the said buffers normally against the action of the said signal-arm, shields secured tosaid bars adapted to cover the openings through which the said bars project whereby the snow and ice and other foreign substances are prevented from entering the housing at that point, substantially as described.

7. In a signal, the combination with a suitable housing, of a signal-arm mounted thereon, a motor for operating the said arm, gearing for connecting the said motor with the said arm, a gear-Wheel of the said gearing being loose upon its shaft, arms rigidly secured to the said shaft, spring controlled stops loosely mounted upon said loosely-mounted gear-wheel adapted to engage the arms for imparting movement to the said shaft, the construction being such that the motor is enabled to attain a degree of velocity before it actuates the said arm and means for electrically controlling the said motor, substantially as described.

8. In a signal the combination with an arm adapted to be raised or lowered, of a motor connected therewith, means for completing a circuit through the said motor, a pole-changing device for changing the direction of the current through the said motor, a commutator secured to the shaft ofthe signal, a brush adapted to engage and disengage said commutator and preserve the current for a predetermined period of time, a switch for con- IIO according to the movement of the signal, comprising a lever secured to the switch at one end and adapted to extend into the path of a projection on the gear-wheel of the arm-operating mechanism, whereby the switch is caused to be moved back and forth, substantially as described.

9. In a signal, the combination with an electric motor connected therewith, an electric generator in circuit with the motor, track instruments in the circuit controlling the motor-circuit, a magnet and an armature con trolling a circuit-closing brush, a commutator coperating with said brush and arranged to move With the shaft of the signal, the `commutator holding the motor-circuit closed during the movement of the signal-shaft, springs connected with the poles of the motor-circuit,

In testimony whereof we hereunto aix our signatures in presence of two witnesses.

J AMES M. WILLIAMS. THOS. P. KINNEY. HARRY V.KINNEY.

Witnesses to James M. Williams and Thos. P. Kinney:

' W. H. ALLEN,

J. C. WATSON, Jr. Witnesses to Harry W'. Kinney:`

C. W. PRICE, C. W. SCOTT. 

